Internal-combustion engine.



F. WJSPACKE, D. T. BROWNLEE n W. SPAGKE. INTERNAL GOMUSTION ENGINE. APPLICATION FILED JAN. 13, 191s.

2970@ Patented July?, 1914.

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'Innung M All l l i GMM/14u13 F. W. SPACKE, D. T. BROWNLEE L W. SPAGKB. INTERNAL COMBUSTION ENGINE. APPLIGATION FILED JAN.13, 191s.

Lmp'mm Patented July 7,1914.

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P. W. SPAGKE, D. T. BROWNLBE & W. SPACKE.

INTERNAL GOMBUSTIUN ENGINE. APPLIOATIGN FILED JAN.13,.1913.

Patented July 7, i914.:

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INDIANA, ASSIGNORS TO THE F. W. SPACKE MACHINE COMPANY, OF INDIAN- APOLIS, INDIANA., A CORPORATION OF INDIANA.

INTERNAL-COMBUSTIO'N ENGINE.

specification of Letters Patent.

Patented July 7, 191111.

Application led January 13, 1913. Serial No. 741 719.

To all whom t may concern.'

Be it known' that we, FRED W. Srnoxn, DALMAR T. BROWNLEE, and WILLIAM SPACILE, citizens of the United States, residing at Indianapolis, in the county .of Marion and State of Indiana, have invented a new and useful Internal Combustion Engine, of which the following is a specification.

@urinvention relates to internal combustion engines, especially for motor cycles, and has for its object the provision of amulticylinder engine which combines a'maximum of strength with a minimum of weight and space and operates with a minimum of friction.

The accompanying drawings illustrate our invention,

Figure 1 is an end elevation, with som parts broken away or in section, of a twin cylinder internal combustion engine embodying our invention; Fig.V 2 is a longitudinal y section through the left hand cylinder of Fig. 1, the parts being shown indifferent relative positions@ Fig. 3 is an enlarged ele vation of a fragment of the cam shaft and associated parts; Fig. 4 is a plan view of the parts shown in Fig. 3; Fig. 5 is a longitudi- 'nal sectional View showingthe mounting of the crank end of the pitman of the right hand cylinder of Fig. 1; and Fig. 6 is a frag- *mentary side elevation of one of the fly wheels, showing how' it serves as anut-lock. Two cylinders 10 and 11 are set at an angle to each other on the top of a crank case l2. The crank case has a removable end cover 13,

held by bolts 14 to the crank case and meeting the latter on a jointA which does not intersect the joint between the crank case and the cylinders. The crank case 12 and its cover 13 carry ball bearings 15 and 16, In which is mounted the engine crank shaft. This crank shaft has two stub shaft portions 17 and 18, provided at their respective adjacent ends with spaced disks 19 and 20 having y eccentric projections 21 and 22 on their adj acent faces. These projections are cylindrical exteriorly and together form a support for a roller bearing 23 on which is mounted the crank end of a pitman 24, the other end of which is connected to a piston 25 in the cylinder 10. The projections 21 and 22 are bored out so thatvthey are tapered interiorly, the large ends being toward each other or at the adjacent ends' of the projections, lVithin the projections is `mounted a doubly tapered bolt- 26, screw-threaded at both ends to receive nuts 27 whereby the projections 21 and 22 may be clamped together on the bolt 26 and the disks 19 and 20 and their stub shafts 17 and 13 all will be held in proper relative positions. Suitably mounted on the disks 19 and 20 are two iiywvheel disks 29, which are held against rotation -by dowel disks 29 and are prvided with suitably notched perforations 30 which fit loosely over the nuts 27 and act as nut-locks therefor.

The pitman 24 is provided near its crank shaft end with a projection 31, offset from the body of the pitman in the plane inwhich the pitman operates and on the side toward the cylinder 11. Straddling this projection 31 is the forked lower end 32 of the pitman 33 of the cylinder 11. A sleeve 34 extends through the projection 31 and the two provided in the ends 32 but being spaced from the projection 31 by a. wearing washer The ends of the sleeve 34 and the aoljacent parts of the two prongs of the forked pitman end 32 are notched to receive fingers 36 of cap-plugs 37 set in. the ends of the sleeve, thereby locking the sleeve and the pitman end 32 together. The cap-plugs 37 are held in place by a rivet rod 33 connecting them. The projection 31 is so located that the center line of the pitman 33 always extends approximately through the axis of the bolt 26. By mounting but one of the pitmen directly on the crank shaft and the other on the first, the strength cf the whole is greatly increased and larger bearings can be provided for the one mounted on the crank shaft. compensate for the slight displacement at certain times between the center line of the pitman 33 and the center of the bolt 26. As there is but a comparatively slc-w and small oscillation between the pitman 33 and the projection 31, roller bearings b `tween such parts are not needed.

On the end of the crank shaft is mounted a suitable pulley 40, by which power is transmitted to the mechanism to be driven, such asthe driving wheel of a motor cycle. On the end 18 of the crank shaft is mounted These advantages more thanv a spiral gear 41,

gear 42 ona cam shaft 43 mounted in the cover 13, the gears ordinarily prodiufing a cam shaft speed equal to one half the crank shaft speed. This cam shaft 48 is in Arted .endwise into' place, from t-he right hand side as seen in Fig. l, its left hand end e.....end ing into a bearing bushing 44 suitably mounted in the cover 13 and its righi. hand end being supported in and projecting through a rei'novable bearing 45 which is vinserted in place with thecam shaft and clamped thereby bolts 46. Thrust bearings 47 are located between the two ends of the bearing 45 and collars 4 8 and 49 on the cam shaft 43, to prevent endwise movement of the latterwith a minimum of friction. The collar 49. is'removable, tolallow the assembling and dismantling of the' cam shaft 43 and bearing 45, being 'clamped in place by 'a nut 50 which also adjustably clamps a Aspiral gear 51 on the cam shaft 43. The

spiral gear 51 meshes with a spiral gear 52 on the shaft 58 of a magneto 54. The collar. 48 also forms one of a series of cams 48 55, 56, and 57 on the cam shaft 43.l The operating faces of these cams are all toward the spiral gear 42. These cams coperate with bell-crank levers'58, 59, 60, and 61 respectively, which bear against the lower ends of and operate the valve-operating rods 62, 63, 64 and 65 for the exhaust valve of the cylinder ll, the inlet valve of the cylin- 'der l1, the inlet valve 66 of the cylinder l0,

and the exhaust valve 67 of the cylinder 10. The four bell-crank levers are mounted on a frame '68 suitably held by bolts 69 to the inside of the cover 13, ends of pivot pins for the bell-crank levers fitting in suitable holes 69 in the cover 13. The vfour cams are so located relatively to each other, and the gears 41 and 42'vare in such ratio, that the valvecperating rods 62, 63, '65, and 64 are operated in the proper sequence to admit fuel to the two cylinders and allow the burnt gases to exhaust therefrom at the proper times. The bell-crank levers 58 and 6l are provided with additional arms 70 and 7l respectively, which arms project upwa'rd into the path of slidable rods 72 and 7 3-re spectively. These rods are spring-pressed towardeach other by springs 74 and 75, and their adjacent ends bear against a double cani 76 on a vertical shaft 77 provided with an operating arm 78, which may be suitably connect d to any desired control point. By

turniithe shaft 77Y in a counter-clockwise.

direction (Fig. 4), the rods 72 and 73 are forced apart and the bellcranlr levers 58 and 61 tilted to raise the valve-operating rods 62 and 65 to open the exhaust valves. This v allows the engine to be started rotating easily, as by pedaling, without the resistance. otherwise be offered by the'- compression of whatever gases happened to which would which meshes with a. spiral be contained within the cylinders 10 and lit;

2. In an' internal combustion engine, the

combination of inlet and exhaust valves, a cam' shaft for operating said valves, said cam shaft having a separate cam for each valve, the cams having cam faces on the sides, said lcam faces facing part toward one end of the axis of the cam shaft Aand part toward the other end thereof. j

3. In aninternal combustion engine, the combination of inlet and exhaust valves, valve-operating rods, bell-crank levers for operating said rods, and a cam shaft having cams for operating said bell-crank levers, said bell-crank levers bearing against the sides of the cams part in one direction and part in the other axially of the shaft, and y said cams .having cam faces on the sides against which said bell-crank levers bear.

4. Infan internal combustion engine, the combination of inlet and exhaust valves, valve operating rods, bell-crank levers for operating said rods, and a' cam shaft having cams for, operating said bell-crank levers, said bell-crankv levers bearing against the sides of the cams, and said cams having cam faces on the sides against which said bellcrank levers bear. l

5. In an internal combustion engine, the

combination of a plurality of cylinders, inlet and exhaust valves therefor, valve-operating rods, beller-ank levers for operating sai rods, a cam shaft having. cams for operating said bell-crank levers, said bell-crank levers bearing againstthe sidesl ofthe associated cams part in one direction and part in the other, and said cams having cam faces on the sides,'against which cam faces the asso. elated bell-crank levers bear, and unitaryA means for operating the bell-crank levers for the exhaust valves ofa plurality of cylinderstol open such valves independently of the cam shaft.

6. In 'an internal combustion engine, the

combination of aaplurality .of cylinders, inlet and Aexhaustl valves therefor, valve-operating bearing against the sides of the associated cams, and said cams having cam faces on the 12b rods, bell-crank levers for operating said rods, acain shaft having cams for operating. said bell-crank levers, said bell-crank levers t sides, against which cam faces the associated bell-crank levers bear, and 'unitary means for-operating the bell-crank levers for vthe exhaust valves of a plurality of cylinders to open such valvesindependently of the cam shaft.

7. ln an internal combustion engine, the combination of a plurality .of cylinders, inlet and exhaust valves therefor, valve-operating rods, bell-crank levers for operating. said rods, a, cam shafthaving cams for operating said bell-crank levers, and'unitary means for operating the bell-crank levers for the exhaust valves of a plurality of cylinders to open suoli valves independently of the cani shaft,

8.111 an internal combustion engine, the combination of a pluiality of cylinders, inlet and exhaust valves therefor, valveoperating rods, bell-crank levers for operating said rods, a cam shaft having cams for operating said bell-crank levers, and unitaryl means for operating the'bell-crank levers for the exhaust valves of a t plurality4 of cyli inders to open such valves independentlybf the cam shaft, said last-named means comprising a cam having a plurality of cam faces and sliding rods extending from said last named cam to projectionson the bellerank levers for the exhaust valves;

9. In an internal combustion engine, the combination of a crank shaft, va crank case provided vwith a cover through which said crank shaft extends, 'a cam shaft, and a s pair of bearings f or said Cain shaft, said bearings being mountedin the cover of thev crank case. i-

10. in aninternal combustion engine, the combination of a crank shaft, a crank case,

a cam shaft extending transversely of the crank shaft, and a pair of bearings for said cam shaft, said bearings being mounted in' the crank case.

l1. ln an internal combustion engine, the combination of a crank shaft, a crank case,

a .cam shaft extending transversely ofthe crank shaft, a p'air of bearings for 'said cam shaft, said bearings being mounted thecrank case, and thrust bearings for prevent.

ing endwisemovementof such cam. shaft, said thrustbearings acting against opposite sides of one of the cam shaft bearings.

12. In an internal combustionengine, the

combination of a'erank' shaft, a crank case, al cam shaft extending transversely of the crank shaft, and a pair of bearings for said cam shaft, said bearingsbeing mounted in the crank case, one of said bearings being removably'mounted in said case so that it and the cam shaft can be removed as aunit axially .of the cam shaft.

13. ln an internal combustion engine, the combination of a crank casing, a removable cover therefor, a cam shaft carried by said cover and removable therewith and sepaated by said levers. f

14. In an internal combustion engine, th

4combination of a crank casing, a removable cover therefor, a cam shaft carried by said cover and removable therewith, a frame carried by -and removable from sa'id cover, a plurality of levers carried by said frame and operated by the cams on the cam shaft,

and valves operated by said levers.

15. In aninternal combustion engine, the combination of a crank casing, a removable cover therefor-,a cam shaft carried by said `cover and removable therewith and sepa-l rable therefrom, a frame carried by said cover, a plurality of levers carried by said frame and operated by the cams on the cam shaft, and valves operated by said levers.

16. ln an internal combustion engine, the

combination of a crank casing, a removable cover therefor, a cam shaft carried by said cover and removable therewith, a frame earried by said cover, a plurality of levers earried by saidv frame and operated b'y the cams on the cam shaft, and valves operated by said levers.y

17. ln an internal combustion engine, the combination of a cam shaft, cams thereon having axially acting operating faces, a plu rality of Valve-operating levers having their axes transverselto the axis, of the cam shaft but in a line substantially parallel to the cam shaft, and valves operated by said levers.

Y 18. In an internal combustion engine, the combination of a casing, a frame carried by said casing but removable therefrom, a plurality of valve-operatinglevers carried by said frame, a cam shaft provided with cams for o eratinO said valve-o eratinO' levers and valves operated by said levers.

19. ln an internal combustion engine, the combination of af crank case provided with a cover,.a crank shaft mounted in s aid case and extending through said cover, a cam shaft extending transversely to said crank shaft, and -a pair ofbearings for said cam shaft, said bearings being mounted in the cover -of the crank case, andone of said bearings and said'cam shaft being together removable axially-from said cover.

20. ln an internal combustion engine, the

combination of a crank case provided with a cover', a crank shaft mounted in said case and extending through said cover, a .camshaft extending transversely to said crank shaft, a pair of bearings for said cam shaft, said bearings being mounted in the cover of the crank case, and one of said bearings and said cam shaft bei'ng together removable axially from said cover, and thrust bearings for' preventlng relat1ve endW1se movement `between said cam shaft and said removable bearing, said thrust bearingsl acting against opposite sides of said removable bearing.

2l'. In an internal eombustoneng'ine, the

combination of a cranky casing, a removable.

cover thereon, al crank shaft carried by said casmg and cover and havlng a bearmg 1n the latter, a cam shaft carried by said cover operatedby cams on the cam shaft, and valves operated by sadlevers. l Y L In Witness whereof, We have hereunto set our hands at Indianapolis,V Indiana, this tenth day of January, A, D. one. thousand nine hundred and thirteen'.`

FRED W. sPAoKE. Y DALMAR T. BROWNLEE. WILLIAM SPAGKE. y

Witnesses:

J OSEPHINE GASPER, G. B. SCHLEY. 

